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miles on his beloved 1150 before trading it in for a new R1200 earlier this year. JOHN TAYLOR, 55 JOHN owned a R1150RT for four years and wishes he had kept it instead of buying the R1200RT. GEORGE EDWARDS, 43 GEORGE runs www.rtrider. co.uk, a website dedicated to BMW RT owners. He owned an 1150 for four years, covering nearly 50,000 miles, and is already up to 6000 miles on the new 1200RT. PERFORMANCE Paul: “The new model feels smoother straight away. It fires quickly, the throttle is lighter and the engine feels more responsive. On the move it just gets up and goes, and it really thrives above 5000rpm. At first I was arriving at corners much quicker than I realised – and two-up performance is a revelation compared to the 1150.” John: “I’m not that impressed with the new model. The 1150 would cruise at 5000rpm-plus like a turbine. By comparison, the new 1200 feels very harsh above 4400rpm in top. The 1200 has more power, but lacks the low down grunt that the older bike had. However, once you rev it there’s noticeably more power. “Fuel consumption varies from 58 to 46 miles to the gallon, depending on the terrain and my right hand.” George: “I always ride two-up with the wife, and usually fully loaded, so the extra power is really noticeable. There’s much more punch out of corners, compared to the old 1150 which felt a bit sluggish. “With the new bike there’s a surge of power, especially above 6000rpm, but there’s still plenty of low down grunt, too. It also means that you don’t have to change down the gearbox so often. On the old 1150 I used to drop down to fifth gear on A and B roads, as it didn’t have the grunt for overtaking in top. The new 1200 is far better, I just leave it in top most of the time.” RIDING Paul: “The 1200′s seat is slightly higher than the 1150, but the new bike is still easier to manoeuvre at low speeds and the top heavy feeling has virtually gone. “The back brake is also improved, and the front feels more progressive than the 1150 – but I wouldn’t say it was better, only different. The suspension takes care of rougher surfaces in a more gentle way and it’s better two-up, too – less likely to ground out. There’s been many a time when we’ve scraped the 1150′s centrestand during fast cornering.” John: “The weight reduction has made the new bike easier to ride, especially on back roads. However, on long fast sweepers it doesn’t feel as planted as the old 1150. “Low speed handling is much better on the new bike and the rear brake is much better as well. I hated the old linked-brake system – it was too sharp, a nightmare in a gravelly car park two-up. The non-linked brakes on the new bike are far better. “The low beam is also much better

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1994 brought many changes to BMW, most obviously by the introduction of the “R259″ series twins and the elimination of the old standby “Airhead” twins that had been BMW’s trademark for seven decades. While it is interesting to look at all the technologies introduced during the 1994 to 2004 time block, it is also exciting to look into what was going on as far as changes in BMW more esoteric than measurable. In this author’s opinion there were unspoken changes in BMW’s mindset and philosophy. BMW had forged it’s reputation for long lasting, simple machines built to the highest standards and quality; aimed at a dwindling, older (OK, Jeff, more mature) market of enthusiastic but eccentric riders. They built motorcycles that were easy for the owners to maintain and modify to fit their specific wants. BMW had always built their bikes their way; often it seemed like they did so in spite of what the younger and upwardly mobile riders were looking for. By 1994, the airhead was simply not a sellable motorcycle; the buying market was younger and wanted performance in line with what the Japanese products offered at much lower prices. The K 75/100 series that were so far ahead of their time in 1984 when they were introduced were also showing their age. No doubt, BMW knew this was coming many years before the new “Oil Head” was introduced. They knew that the riding community had reduced its mean age substantially. The younger riders had money to spend on a bike that had to be BMW, yet had to be totally more modern both in performance and in perception than what BMW had been selling. Thus, the R259 was born. The Birth of the R259 Twins The new BMW corporate mindset, if you will, was no longer concerned with selling motorcycles that would be handed down from one generation to the next, nor was BMW concerned about ease of maintenance with standard hand tools. Although the new bikes were still able to outlast the riders, the concern for building units to last a quarter-million miles was not so much in the forefront of the design. The new models would have to be powerful, fast, handle better than anything on the road; they would need to offer a standard of technology that the Japanese would never build. They should be complex pieces of rolling art. Most obvious, though, was that they would build a product aimed at an entirely new market of riders who would likely not be interested in maintaining the bikes themselves or really understanding the nuances of design. The new customers BMW was looking for were serious riders who were more interested in the fun and excitement of riding than they were in savoring the history of the older designs

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Entering its next generation, BMW Motorrad Integral ABS is taking a quantum leap in the process of evolution, advancing from a stand-alone solution acting only on the brakes into a fully networked all-round system. Offering the new generation of Integral ABS, BMW Motorrad provides the foundation for additional dynamic riding control systems with a reduction in technical requirements and features. And following the customer’s wishes, this new generation also opens up the option in future for further-reaching rider assistance functions. The first step in this direction is BMW Motorrad ASC Automatic Stability Control available as of 2007. This system serving to control drive spin on a production motorcycles is being introduced as an optional extra on the touring models in the BMW K and Boxer Series. Once again, therefore, BMW is acting as the pioneer in the introduction of advanced safety technologies on the motorcycle. This further enhances the leadership which BMW Motorrad has shown in the area of active safety for more than 15 years. Choosing the right development partner for both systems, BMW Motorrad obviously had to focus on that partner’s specific competence in control technology and the networking of functions within the vehicle. In recent years, major car suppliers have become aware of the technical challenges presented by the motorcycle with its specific riding dynamics and the growing potential for motorcycle control systems in the market. The decisive point in preselection of the development partner was the willingness and ability to develop specialised solutions suitable for use on BMW motorcycles. So taking this into account, joint development of the new generation of ABS brake technology started together with Continental-Teves in early 2003. Integral ABS. BMW Motorrad’s new Integral ABS technology has been developed separately from the previous system and the entire layout of the system has been newly conceived from the ground up. Capitalising on progress in technology in both hydraulics and electronics, the development engineers have succeeded in simplifying the architecture of the system while at the same time enhancing its functions to an even higher standard. The result is supreme stopping power and very short stopping distances even without electrical power assistance on the brakes.

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Rear Radar Mount The stationary mount protects the antenna from exhaust and allows saddlebag removal without disturbing the mount. Mounting can be done with either a stationary or movable mount. R 1150 RT -P
Rear Visibility Optional rear duplex LED lights, combined with optional supplementary LED brake/taillight, provides the ideal combination of visibility while presenting a neat, clean appearance. Exceptional Visibility Side-mounted LED lights provide warning to motorists when an officer approaches. The LED units flood the front left and right quadrants with intense light that precedes the officer into an intersection or dangerous traffic situation. Front side-lights are mounted low to reduce glare to motoristswaiting at blocked intersections. R 1150 RT Front Radar Mount Officers can monitor traffic without neck strain. This mount rotates 90 degrees and allows officers to park perpendicular to the roadway. It also permits an easier roadway entrance angle. The unit features a guiding handle to reduce stress on the plug connection. Electronic Locking Shotgun Mount This powder-coated aluminum shotgun mount locks electronically via a hidden button and provides full weapon support with a padded yoke at the receiver. Designed for use with the Remington 870®shotgun that has been fitted with a pistol grip and a 14-, 16- or 18-inch barrel. The mount features adjustable strap for added safety and to secure folding stocks, and it attaches to the rear of the bike via a chrome-plated antenna bracket. Rear Radar Mount The stationary mount protects the

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the maintenance schedules of the R 1150 GS, R 1150 R, R 1150 RS, R 1150 RTand R 1150 RT-CHP have been revised to include the one-time retensioning of the poly-Vbelt as part of the 6,000 mile service. The modified “retensioning”procedure is described below. Note: The special tensioning nut, BMWspecial tool number12 3 551, is required for this adjustment. This special tool is included in the initial equipment package forthe R 1150 RS. In the case of motorcycles that have alreadycovered 6,000 miles, and on which the poly-Vbelt was not retensioned as part of the 6,000 service, this adjustment must be performed as part of the 12,000 mile, ornext scheduled/annual service PolyVbelt tensioning instructions: 1) Remove front engine cover. 2) Undo nut (2) and screw on tensioning nut, BMWspecial tool 12 3 551. 3) Loosen the alternatormounting bolts (3,4). 4) Using a torque wrench, togetherwith BMWspecial tool 12 3 551, preload the polyVbelt to 8 Nm and hold this adjustment. 5) Tighten the upper retaining nut (4), then remove the torque wrench from the adjusting screw. 6) Tighten all screws and nuts 7) Install front cover. Tightening torque: Poly Vbelt preload: ……………………………….8 Nm Alternatorto the alternatorsupport cover20 Nm

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tires: Tires are the first part of any suspension system. The design of the tire and even the pressure you run can have a profound affect on the way your motorcycle handles. Stiff, low profile tires will give a sharper feel to the bike, as will higher tire pressures. Those of us who ride our GS’s off the road will decrease the tire pressure to about 50% of the street spec when we are in the dirt. The tire then becomes a very active part of the suspension, but will wallow like an old pig if not re-inflated when pressed back into pavement duty. It still surprises me when we have a customer complain that his BMW needs new shocks when they come in with nearly flat tires. It is possible that the best dollars-per- unit improvement you can make to your BMW may be in keeping the tires inflated. Chassis: There is not much that we can do about the chassis design, unless we are Troy the Welder, but it is a fact that different frames and swing arms flex differently and therefore are part of the suspension. On the Airheads, we often braced various parts of the frame and swing arms, resulting in improved handling that even mere mortals could appreciate. On the latest BMW’s it would take the likes of a Valentino Rossi to even notice if the parts were stiffened. Stiffer is not always better. One of the Japanese racing bike manufactures controls the stiffness of the frame in various areas to allow some flex for better handling. So, Mr. Rossi might not even like it if Troy stiffened his new BMW. Springs: Springs control the ride height of the motorcycle and the ability to allow for different loads. On most BMW’s there is a way to adjust the spring preload to some extent so that the ride can be optimized for a light rider or two-up operation with luggage. Dampers: Dampers control the speed and frequency at which the suspension operates by changing the kinetic (moving) energy to thermal (heat) energy. Without the damper, the suspension would oscillate as each movement occurred, resulting in decreased vehicle control. Dampers on BMW’s fall into two main groups. On airheads, older K bikes, F and G models, and the R1200 HP-2, the front dampers are integrated into the forks. On the rear of the above mentioned -3 – models, and on both ends of all the rest of the bikes, there is a more common shock absorber, around which the spring is located. The HP-2 uses an air spring and air dampened rear shock. Seat: OK, folks, this is here for my old buddy Jeff. We know that a seat isn’t part of suspension, but a bad one sure can make you miserable. We have sent dozens of seats to our friend Mike Harris for inexpensive mods that might improve your riding enjoyment more than any suspension changes you could make! Let us know if we can help you with this most important item

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1. These instructions start with the right side mirror. Grab the mirror housing as shown and slowly push down to disengage housing from motorcycle. 2. Once you have the mirror housing removed partially, twist and remove the light bulb from mirror housing. Remove mirror housing and set it on a cloth covered surface. 3. Remove the factory mirror by inserting a slotted screwdriver against each mirror mount snaps. Slowly twist and pry each snap until it releases from motor actuator. Repeat process until factory mirror disengages. NOTE: Insert the slotted screwdriver as close to each of the snaps as possible before prying out the OE mirror. Not doing so may cause the crossbar on the motor actuator to break. Connect the two mating connectors from the adapter Signal® mirror wire harness and the new Signal® mirror wire harness. Cut a slot in the foam disc to accommodate the anti-vibration prongs on the motor adapter. Place the foam disc onto the center of the Signal® mirror motor interface. Connect the Signal® mirror mating connector to the Signal® mirror wire harness. 5. Remove Cap Sheet from two-sided adhesive disc on back of Signal ® mirror. Align the anti-rotation prongs found on the top and bottom or left and right with the corresponding slots on the motor mount. Use the palm of your hand, push down on the Signal® mirror and the mirror housing until the Signal® mirror motor mount is fully engaged. Note: Push firmly on all sides of the Signal® mirror to ensure proper engagement and travel. Not doing so could result in mirror falling off. 6. Locate the light bulb and carefully disconnect the original light blue with black stripe wire [hot wire]. Connect the red wire from the Signal® mirror wire harness to the spade terminal on the light bulb. Connect the original light blue with black stripe wire to the other spade terminal located on the red wire of the Signal® mirror wire harness. Repeat the process for the original brown wire and the black wire from the Signal® mirror wire harness [ground wires]. Insert the light bulb back into the mirror housing. 7. Align the 3-pins with their corresponding snap holes and snap the mirror housing into place. 8. Insert key into the ignition and turn to the “ON” position. Activate the right hand turn indicator to verify that the new Signal® mirror is working correctly. Replace any other accessories necess

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BRAKING SYSTEMS The braking systems used on motorcycles and ATVs, like virtually any type of braking system, reduce the machine’skineticenergyby transforming it into heat energy known as friction heat . Therefore, a brake is an energy-conversion device that converts the energy of motion (kinetic energy) into heat energy. Motorcycle braking is accomplished by the friction (resistance to movement) produced when a brake lining is forced against a rotating drum or disc. Friction between the linings and drum or disc serve to slow and eventually stop wheel rotation. The brakes used on motorcycles fall into two categories: Mechanical drum, sometimes called expanding shoe Hydraulic disc Motorcycle brakes commonly use either hydraulic (fluid pressure) or mechanical (cable or linkage) mechanisms to apply the brakes. Brakes, Wheel Assemblies, and Tires 1 Mechanical Drum Brakes First, let’slookatthedrum brake, sometimes called the mechanical, expanding double-shoe brake ( Figure 1 ). Generally used for rear wheels, this brake is also used on some front wheels. With this kind of brake, a backing plate that’sconnectedtothe forks holds the two brake shoes. The wheel and brake drum rotate around the brake shoes. When the rider applies the brake, a cam pushes the two semicircular shoes outward. The circle formed by the two shoes expands. When the shoes expand, they press against the rotating drum, thereby limiting its free rotation